Method and device for the control and/or the determination of a version of a controller in a system

ABSTRACT

A method and a device is described as well as a component for controlling a system, in particular in a motor vehicle, the control being implementable in different variants, a component being operable in different variants according to the variants of the control, and the component receiving at least one signal via an interface. The component is introduced into a system environment and adapted to this system environment and/or initialized with this system environment as a system, in that the variant of the system environment is determined. This is done in a system-immanent manner. When the component is first started, the variant is altered and/or preselected one time as a function of the at least one signal, in particular by the component itself. Any other change in and/or selection of the variant following the initial startup is possible only with authorization.

FIELD OF THE INVENTION

The present invention relates to a method and a device for controllingand/or determining a variant of a control of a system, a component beingcapable of being operated and/or implemented in different variantsaccording to the variants of the control.

BACKGROUND INFORMATION

German Published Patent Application No. 37 38 915 describes auniversally usable control unit for control systems. On the basis of anexternal command, the universal control unit used determines, afterassembly, which system configuration is present and then stores thisinformation. Such a universal control unit is then configured for themost complex control system, depending on the objective, and thereforeits capabilities may not be fully utilized when using a simpler controlsystem configuration. However, this flexible approach may also involvesecurity risks. For reasons of system security, it may often be requiredto ensure that only authorized entities enter or manipulate the vehiclevariants.

To minimize this security risk, external programming devices ordiagnostic devices which are not available to the general public may beused, for example, for programming the data and/or programs. To thisend, German Published Patent Application No. 42 11 650 describes amethod of variant coding for multiple interlinked control units, inautomobiles in particular. The variant identifications for selection ofdifferent variants of program data and/or operating data of theindividual control units are transmitted from the external programmingdevice or diagnostic device to a certain control unit of the set ofcontrol units. Then the variant identifications are transmitted fromthis specific control unit to the other control units, using a bussystem connecting the control units. Each variant identificationtransmitted is then stored in a memory of the control unit assigned toit at least for the duration of the operation of the control units. Aseparate control unit program is provided for each variant. This optionmay be complex, e.g., with respect to development and testing,maintenance, repairs, etc. and therefore may be cost-intensive.

In many applications, it may be desirable to configure the control of asystem, i.e., the programs and/or data, to be flexible, so that it maybe easily adapted for a large bandwidth of different system variants,because different system variants may require different data. At thesame time, the security risk and the possibility of manipulation may beminimized.

SUMMARY OF THE INVENTION

The present invention is directed at a method and a device forcontrolling a system and/or determining a variant of a control of asystem, in particular in a motor vehicle, where the control may beimplemented in different variants, and one component may be operated indifferent variants according to the variants of the control, and thecomponent may receive at least one signal over an interface.

When the component is first started, the variant may be adapted and/orpreselected as a function of the at least one signal, and any otherchange in and/or selection of the variant following the first startupmay be performed only with authorization. The component here maycorrespond to a control unit and/or intelligent sensors and/orintelligent actuators.

The security risk or manipulation risk may be avoided as in the relatedart inasmuch as upon first startup of the component, it automaticallydetermines the variant once only according to the at least one signalreceived by the component. If the component is installed into anexisting system environment, i.e., connected to at least one additionalcomponent, the component receives the at least one signal from theadditional component via the connecting interface, thus avoiding anyconfusion in the programming data, i.e., coding data, e.g., in the caseof external access, because the determination of the variant, i.e., thecorresponding control is implemented in a system-immanent manner.

Expediently, at least one variable representing the variant and/or thesignal may be written to a memory of the component on the basis of whichthe variant is determined, such as, for example, by the componentitself.

The authorization may be performed by checking an identification, i.e.,the presence or absence of an identification in the memory of thecomponent. By simply checking for the presence or absence of theidentifier and/or the data, storage of the identifier and/or the dataitself may be used more or less as admission to the authorization step.

The component, in particular the electronic control unit, may recognizethe relevant variant of the control automatically, thus precluding anyconfusion of data, because the variant determination may be performed,for example, in a system-immanent manner.

Therefore, the compatibility of a plurality of partner components, inparticular partner control units as well as other components, may beensured.

In addition, it may also be ensured for reasons of manipulationprevention, for example, that once a component has been installed in asystem, it may not readily be installed in another system environment.Monitoring of the data stored once only thus may ensure that the systemenvironment corresponds to the learned data.

Making a controlled change in and/or selection of the stored data andthus of the variant exclusively through authorization, e.g., through anauthorized tool, nevertheless may make it possible to transfer thecomponent to another system environment, although this may need to bedone by an authorized entity.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1 shows an example embodiment of a component according to thepresent invention in the form of a control unit as well as an exampleembodiment of peripherals for implementation of a control of operatingsequences, in particular in a motor vehicle.

FIG. 2 illustrates the tie-in of such a control unit from FIG. 1 into asystem environment.

FIG. 3 shows an example embodiment of the method according to thepresent invention for variant determination of the component and/orsystem environment on the basis of a flow chart.

DETAILED DESCRIPTION

Control and/or determination of the variant of a system control in amotor vehicle is described below as an example embodiment, in particularthat of a system as part of an adaptive cruise control system.

However, these considerations may be equally applicable to othersystems, e.g., machines, in particular machine tools. The systempresented here in the case of variant determination of the component, inparticular in installation in a system having multiple interlinkedcomponents, as is the case with machine tools, e.g., machining centersin particular, may be applicable to systems in general and may also bescaled up, e.g., to production equipment.

In the following, this example method and device are explained on thebasis of an automotive component and an automotive system environment,i.e., on the basis of an automotive system on the whole.

FIG. 1 shows a general example of a component 100, e.g., a control unitin a vehicle, where 111 through 113 and 117 through 119 denoteschematically its optional peripherals having their respective optionalinterfaces 114 through 116 and 120 through 122. Such a control unit maybe used, for example, to control a drive unit, a transmission, a brakesystem or an adaptive cruise control system, etc.

In this example, control unit 100 includes a serial input/output module110 and/or a parallel input/output module 109. Peripheral elementsrepresented by peripheral element 111 are connected serially andbidirectionally, represented by connection 114, to serial input/outputmodule 110. Peripheral element 111 represents peripheral elements suchas intelligent sensors or actuators as well as integrated peripheralelements having sensors and actuators or additional control unitsconnectable via serial interfaces. Additional peripheral elements,represented by element 112, in particular sensors, are connectedunidirectionally to control unit 100 by connection 115 and supplymeasured values or measurement results, e.g., in particular in processedor preprocessed form, to control unit 100. Likewise, peripheralelements, in particular actuators, represented by element 113, aretriggered serially by control unit 100 via input/output module 110.Connection 116 represents unidirectional signal transmission toactuators 113.

Along with or instead of the serial connection side, control unit 100 inthis example may have at least one parallel connection side, representedby input/output module 109. Peripheral elements, represented by element117, are connected to it in parallel and bidirectionally, represented byconnection 120. This may be a bus system in a motor vehicle, to whichsensors and actuators that are connectable in parallel as well asadditional control units of the vehicle, represented by peripheralelement 117, are connectable. Likewise, additional peripheral elementsmay be connected to control unit 100 unidirectionally and in parallel,represented by element 118 and connection 121, the signals of which aretransmitted only to the control unit. Likewise, other peripheralelements may also be provided, in particular actuators, represented byelement 119, and connection or interface 122, which are operated bycontrol unit 100 only in parallel and unidirectionally.

The peripheral element presented here as well as the connection moduleare in principle optional and are included or omitted, depending on theconfiguration of the control unit, i.e., different control units in themotor vehicle, depending on the application.

The same thing may also be true of the other elements which arerepresented in control unit 100 itself. Their presence or absence orcombination varies according to the control unit and/or control functionin the vehicle. Element 101 includes at least one microcomputer, whichin turn contains a processor unit 103 and an internal memory 102, inparticular a flash memory or an internal register bank. In addition, theinternal memory is configured as a nonvolatile memory, in particular aflash memory. However, on-chip memory 102 may also be an EPROM, EEPROM,etc. Processor unit 103 and memory 102 are interconnected by an internalconductor system, or, bus system 104 and are connected to other optionalcomponents 105, such as an interface unit, a separate internal powersupply, additional memories, processor units, i.e., coprocessors, etc.in microcomputer 101.

Microcomputer 101 is connected to other components, e.g., input/outputmodules 109 and 110, for example by at least one conductor/bus system107 internally inside the control unit. An additional memoryarrangement, in particular a nonvolatile memory such as an EEPROM or aflash EPROM, EPROM, PROM or ROM labeled as 106 in general is alsopresent in control unit 100 and is connected to bus system 107. In thefollowing, we have assumed an EEPROM, but other nonvolatile memories andin particular erasable memories, in particular a flash EPROM, may alsobe provided. The allocation of programs and/or data between memory 102and memory 106 may be preselected as desired, and in the extreme casethe programs and/or data may also be implemented completely in onememory or the other.

Additional optional components which are not shown in detail for thesake of simplicity are represented by element 108. These may be, forexample, additional microcomputers, additional processor units,additional storage means, internal sensors, e.g., for temperaturemonitoring and/or sensors integrated into the control unit, e.g., aradar sensor in the case of an adaptive cruise control, at least onepower supply, etc.

A system like that shown in FIG. 1 and/or comparable systems may be usedto control operating sequences in a vehicle. These may be used inparticular to control a drive unit or the entire power train, inparticular for transmission control, to control a brake system or tocontrol display, comfort and safety systems, etc.

Such a control unit may be used, for example, as part of an adaptivecruise control system in a motor vehicle. Such a regulation system mayregulate and/or monitor a previously set driving speed and/or apreviously set distance from a vehicle ahead or from objects in thedirection of travel and may do so without intervention on the part ofthe driver. This may occur with appropriate consideration of theenvironment of the vehicle and optionally additional parameters such as,for example, the weather conditions and visibility conditions,optionally detected by the sensors. Such a regulation system and/oradaptive cruise control system (ACC system) may need to be flexibleenough, in particular with regard to the constant increase in trafficdensity today, to be able to respond suitably to all driving situations.This in turn may require suitable object detection sensors to supply themeasured data required for the regulation system in all drivingsituations. These sensors may be accommodated outside the control unitor also inside the control unit, i.e., the housing for the control unit,which thus forms a complete compact system.

Such a system, like that illustrated in FIG. 2, differs according to thetype of vehicle and/or control functionality, i.e., the variants ofcontrol of the system as well as the individual control units. If onecomponent, in particular a control unit, here an ACC control unit 214,is to be introduced into a system environment, here consisting ofcomponents 211 through 213 and 215 through 216, connected via bus system208, the control functions of control unit 214 and/or the computerprogram of this electronic control unit may be configured to be soflexible that it may be adapted easily to vehicles for a largebandwidth, because different vehicle types may also require differentdata at least to some extent. The other system components may include,for example, an engine control 211, e.g., having an rpm or torqueacquisition arrangement 209 and a throttle valve actuator 210, etc., adisplay unit 212, in particular a combination instrument, a control forthe brake intervention measure, i.e., driving stability unit 213, atransmission control unit 215 and optionally additional components 216in the form of additional control units, sensors or actuators.

The components of the system, i.e., the system environment, exchangesignals, i.e., data, over bus system 208. This data of the systemenvironment, i.e., components 211 through 213, 215 and 216, is referredto in the following as environment data or environment signals.According to the present invention, component 214, i.e., the ACC controlunit here, automatically detects and/or determines the variant from theenvironment data and enters it once only into the corresponding memoryarea, e.g., nonvolatile memory 106. This environment data is informationreceived by electronic control unit 214 through communication with thesystem environment, i.e., the other components, in other words, controlunits, sensors, actuators, etc.

This one-time-learnable data OTL may be used in two different manners inthe example method described below in conjunction with FIG. 3. first,the respective variant for the control unit is determined from theenvironment data, and this variant, i.e., a variable representing it, isentered as OTL data into the EEPROM memory area of nonvolatile memory106. Expediently, this OTL data may also be entered into internal memory102 in the microcomputer for variant identification. For example, thevarious variant data (e.g., normalized values of the CAN datatransmitted, etc.) is stored in a nonvolatile memory area, e.g., inmemory 106, e.g., in a nonerasable form, i.e., protected from erasing.Switching, i.e., changing variants and/or selection of a variant in theregulator program may occur during ongoing operation, as illustrated inFIG. 3.

Additionally, the variant data itself, i.e., the variant-specificenvironment data, may be determined directly as OTL data from theenvironment data (e.g., normalized values sent to CAN) and entered intothe EEPROM memory area. In both cases, writing to the memory area of thenonvolatile memory, e.g., in memory 102 or 106, occurs only once, if noOTL data was already present prior to that, and it may be expedientlyperformed at first startup.

The example illustrated in FIG. 2 describes a system for regulating thespeed of a vehicle, in particular taking into account vehicles drivingahead, i.e., regulating the driving speed and/or the distance from thenext vehicle ahead. It is mounted on a vehicle together with one of theperipheral elements from FIG. 1, e.g., peripheral element 111, a radarsensor for detecting vehicles ahead. This radar sensor, e.g., as abuilding block of a vehicle comfort system such as ACC (adaptativecruise control) as mentioned above, is separate from and combinable withcontrol unit 1 as a compact unit. Such a compact system is illustratedin FIG. 1 as control unit 214.

In the case of the radar sensor, information may be constantly beingprocessed regarding the distance and the relative speed of the vehiclewith respect to other vehicles and the road conditions. The functionaldivision of this processing, whether in the sensor itself or in therespective control unit, may be selected as desired. The basic functionsof the system described here involve regulation of driving speed eitherat a setpoint, namely the desired speed here, or at the speed of avehicle driving ahead, if the latter vehicle is driving at a slowerspeed than the desired speed and if that vehicle is within the range ofdetection of the radar sensor. This sensor may be, for example, part ofa microwave radar (e.g., FMCW, i.e., frequency-modulated continuous waveor pulsed radar) or an infrared LIDAR (light detection and range, e.g.,also a Doppler LIDAR) and measures the distance, the relative speed andthe angle of objects, in particular vehicles driving ahead within thedetection range. In addition to the measurement, predictions, e.g.,regarding future routes of the vehicle or the future route range, etc.are also possible.

By analysis in control unit 214, for example, a measure, in particularin the form of a request, is implemented in engine control 211 or brakeand transmission control 213 and 215.

Likewise, transmission control 215 and engine control 211 exchangerelevant data, e.g., torques, over the torque interface.

For example, ACC setpoint values are transmitted to engine control 211in percentage values, and the engine control selects the maximum valueitself. Different engine controls (e.g., diesel, gasoline engine andvariants thereof such as direct gasoline injection in the case of agasoline engine or common rail and pump-nozzle in the case of a dieselengine) permit and/or require different maximum values.

Likewise, transmission control unit 215 sends a signal over CAN bus 208indicating whether this vehicle has an automatic transmission or a CVT(continuously variable transmission) or an automated manualtransmission.

In addition, combination instrument 212 sends a signal which indicateswhether it is a display having mile units or kilometer units and thusalso whether the speed is given in miles per hour or kilometers perhour. For example, some embodiments of combination instruments providesuch information in the form of a remote message on the CAN bus, i.e.,on inquiry by another control unit, e.g., ACC control unit 214, acorresponding message is sent by combination instrument 212.

Two possibilities for using this and other environment data according tothe present invention may be explained on the basis of a flow chart inFIG. 3. In block 300 there is an initial startup, e.g., by an externalcommand, power on, i.e., activating the power supply or operating thestart switch, e.g., the ignition switch, in particular afterinstallation in a vehicle.

Then signals, i.e., environment data on the system environment, areentered in block 301 by ACC control unit 214. In block 302, eithervehicle-individual data, i.e., control variant-individual data, i.e.,the variant-specific environment data is determined or the respectivevariant is determined from the environment data. One possibility heremay be to provide all relevant data described for the entire system withits own identification by the individual components. This may have thefeature that control unit 214 would only have to compare theidentification and store the corresponding data at addresses providedfor this purpose, so that no data need be present in advance in controlunit 214 for comparison, only the identification(s). Thus an ACC controlunit that is unlearned with respect to the variant-dependent data may beincorporated into the system, and then it learns its concretedetermination, i.e., control variant, more or less only with theone-time initial storage of this environment data.

Depending on whether or not the variant has been determined from theenvironment data or the variant-determining environment data itself hasbeen determined, a check is performed in query 303 to determine whetherthe variant has been entered as OTL data in the memory or whether thevariant-determining environment data has likewise been entered as OTLdata. This may be accomplished in various manners.

In the simplest case, the EEPROM content in the unlearned state isinitialized with FF in hexadecimal notation, for example. The program ofthe control unit recognizes by this content that it is required tolearn, i.e., the learning algorithm may need to be executed. Asubsequent authorization of the learning process may occur in thisexample embodiment by the feature that a diagnostic service, forexample, fills up the content again with FF, again with priorauthorization.

Another example is to use an identification, e.g., a single bit, in theEEPROM as identification for learning that has occurred or not and toquery in this respect.

A third example triggers the learning from the outside, e.g., input ofend-of-line messages triggers the learning process.

Finally, the fourth example is for a diagnostic service to put thecontrol unit in the learning mode.

If the learning mode is provided, i.e., no OTL data has yet been enteredinto the memory, then in block 305 either the variant is entered as OTLdata into the EEPROM and/or the variant-determining environment data isentered as OTL data into the EEPROM. If no OTL data is yet present, thisis performed exactly once, as described previously. This one-timelearning in the system, i.e., in control unit 214 from systemenvironment 211 through 213 and 215, 216 via bus 208 in the initialstartup of at least the component, i.e., control unit 214, ensures thatthe system environment is compatible with the control unit, i.e., theenvironment corresponds to the data learned. If it is found in query 303that one-time learning data has already been entered as statedpreviously, then the system goes to block 306, where the variant, i.e.,the vehicle-individual or variant-determining data may be monitored bycomparison of the data which is still being sent on bus 208 with thestored OTL data. The remaining program sequence occurs in block 307,starting from block 306 or block 305.

After the first startup, a change in the OTL data in the EEPROM, as wellas deletion by authorization, e.g., by an authorized tool such as adiagnostic tester or an authorized site, e.g., customer service may beperformed only via block 304. In the authorization, blockage of thelearning mode after one-time programming of the OTL data may be canceledby a code, i.e., a key, and by checking it in the component. Likewise,such an authorization may be performed by coded plugs and/or components.For example, end-of-line variant coding may be secured to a significantextent as a potential source of error in the manufacturing process withthe steps of self-programmed OTL data and the subsequent authorizationin the case of changes in the data.

In an example application of this method and/or device, data enterablepreviously using special diagnostic tools may be programmed via theexisting communication pathways of the control unit, e.g., the CAN bus,at a reduced complexity, e.g., using end-of-line CAN messages. Inaddition to end-of-line messages, of course other messages, inparticular additional and/or other CAN messages of the vehicle CAN busmay be used for this purpose.

Another example application is, for example, when a self-diagnosis,e.g., calibration of a sensor and/or storage of an offset value occuronly one time, e.g., by driving a defined route in particular at the endof the line.

Likewise, when manufacturing control units, the control unit may be setfor learning, so that the control unit in the system learns the dataautomatically without authorization. Thus, for example, the manufacturerof a control unit may make available to the manufacturer of a vehicle acontrol unit or component that may be installed subsequently in aflexible manner.

As mentioned previously, only this example embodiment may be limited toan automotive application. Of course equivalent applications may be usedwith all other systems of a comparable structure, e.g., in machinetools, in particular machining centers, in the case of subsequentinstallation of a component, e.g., a control unit for a machining centeror intelligent sensors and actuators.

What is claimed is:
 1. A method of controlling a system, the controlbeing implementable in different variants, comprising: providing acomponent operable in the different variants according to aconfiguration of the system; receiving at least one signal by thecomponent from the system via an interface; at least one of altering andpreselecting one of the variants as a function of the at least onesignal upon a first startup of the component; and requiringauthorization to at least one of alter and select the variant after thefirst startup.
 2. The method according to claim 1, wherein the system isin a motor vehicle.
 3. A method of determining a variant of a control ofa system, the control being implementable in different variants,comprising: providing a component operable in the different variantsaccording to a configuration of the system; receiving at least onesignal by the component from the system via an interface; at least oneof altering and preselecting one of the variants as a function of the atleast one signal upon a first startup of the component; and requiringauthorization to at least one of alter and select the variant after thefirst startup.
 4. The method according to claim 3, wherein the system isin a motor vehicle.
 5. The method according to claim 1, furthercomprising: causing the component to automatically determine the varianta single time based on the at least one signal, upon the first startupof the component.
 6. The method according to claim 1, furthercomprising: connecting the component to at least one additionalcomponent; and conveying at least one signal from the additionalcomponent to the component via the interface.
 7. The method according toclaim 6, wherein the component includes a control unit.
 8. The methodaccording to claim 1, further comprising: entering at least one variablerepresenting at least one of the variant and the at least one signalinto a memory of the component; and determining, by the component, thevariant on a basis of the at least one variable.
 9. The method accordingto claim 1, further comprising: performing a check to determine whethera variable representing at least one of the variant and the at least onesignal has been entered into a memory of the component; and at least oneof deleting and altering the variable only with authorization if thevariable has been entered into the memory.
 10. The method according toclaim 9, wherein the check is performed by the component.
 11. Aconfigurable device operative within a system, comprising: a firstcomponent including an arrangement for at least one of selecting andaltering one of the variants for control of the first component as afunction of at least one signal upon a first startup of the firstcomponent, the arrangement allowing an additional at least one ofalteration and selection of the variant for control of the firstcomponent subsequent to the first startup only with authorization; andan arrangement for determining the variant for control of the firstcomponent according to a configuration of the system.
 12. The deviceaccording to claim 11, wherein the system is in a motor vehicle.
 13. Adevice for control of a system, the control being implementable indifferent variants, comprising: a first component for receiving at leastone signal and including an arrangement for at least one of selectingand altering one of the variants for control of the first component as afunction of the at least one signal when the first component is firststarted, the arrangement only allowing with authorization an additionalat least one of alteration and selection of the variant for control ofthe first component subsequent to an initial startup; and at least oneadditional component interconnected with the first component duringoperation, for outputting the at least one signal.
 14. The deviceaccording to claim 13, wherein the system is in a motor vehicle.
 15. Acomponent for controlling a system, the control being implementable indifferent variants and a plurality of variants of the component beingproducible according to a configuration of the system, comprising: anarrangement for receiving at least one signal via an interface from thesystem, and for at least one of determining and detecting one of thevariants as a function of the at least one signal upon a first startupof the component, the arrangement configured to allow another one ofalteration and selection of the variant subsequent to the first startuponly with authorization.
 16. The component according to claim 15,wherein the component is a control unit.
 17. The component according toclaim 15, wherein the system includes a motor vehicle.